Engine and transmission control



July 6, 1937. E. s. BUSH ENGINE AND TRANSMISSION CONTROL Filed July 9, 1934 7 Sheets-Sheet l INVENTOR. EUGENE 5 BusH BY j- ATTORNEY July 6, 1937. E. s. BUSH 2,085,739

ENGINE AND TRANSMISSION CONTROL I Filed July 9, 1934 7 Sheets-Sheet 2 A TTORNE Y.

July 6, 1937. E. s. BUSH ENGINE AND TRANSMISSION CONTROL Filed July 9, 1934 7 Sheets-Sheet 3 EFL-1 INVENTOR. I 'EUGENE 5.50511 A TTORNE Y.

July 6, 1937. E. s. BUSH ENGINE AND TRANSMISSION CONTROL 7 Sheets-Shet 4 Filed July 9, .1934

I N V EN TOR. EUGENE 5. ,BusH

ATTORNEY.

July 6, 1937. E. s. BUSH 2,035,789

ENGINE AND TRANSMISSION CONTROL Filed July 9, 193A 7 Sheets-Sheet 5 I89 I95 m.

mmm

IN V EN TOR.

@Z 1105: 5 BUSH J0 Y Z Q\\\ 3 BY 2 zl A TTORNEY y 1937. E. s. BUSH 2,085,789

ENGINE AND TRANSMISSION CONTROL Filed July 9, 1934 7 Sheets-Sheet 6 IN VENT 0R.

U6NE 5. BUSH BY 37 a 2 ATTORNEY.

July 6, 1937.

E. S. BUSH ENGINE AND TRANSMISSION CONTROL Filed July 9, 1934 7 sheets-sheet 7 INVENTOR. I EUGENE 6. Bus/4 ATTORNEY.

Patented July 6, 1937 UNITED STATES PATENT OFFICE ENGINE AND TRANSMISSION CONTROL poration of Missouri Application July 9,1934, Serial No. 734,328

21 Claims. (Cl. 74-414) This invention relates to improvements in engine and transmission controls, and more particularly to an improved electrical control mechanism for coordinating engine throttle move- 5 ment, with speed change control movement, as

in an automotive vehicle.

An object of the present invention is attained in an improved control mechanism whereby it is possible through electrical means to operate,

10 coordinately, a clutch, transmission, and engine throttle, through manipulation of a single manual control member.

Another object of the invention is attained in the provision of an improved manual control 18 assembly coordinated with an electrical control system, whereby an automobile engine, for example, is automatically accelerated and decelerated, in sequence with the several changes in gear ratios of a transmission.

A still further object is attained in an improved arrangement of controls, whereby the operations of the engine throttle transmission, and clutch are so coordinated as to render a smooth, even speed control of the driven element.

Yet another object of the invention is attained in an improved combination of switching mechanism and electrical control units common to the clutch and transmission assembly, for example of a type for use in an automotive vehicle.

30 An additional object of the invention is attained in the combination with a constant-mesh type of transmission, of an internal gear-clutch device and an electromagnetic device coacting therewith for effecting speed changecontrols of 3 the transmission.

A further object of the invention is realized in a combination including a clutch and transmission, electromagnetic devices for moving the parts thereof into their several control positions, and

40 a rotary pedal-operated switch of improved type through which the electromagnetic devices are selectively energized.

Yet another object of the invention consists in the provision, in a device of the type mentioned 45 in the preceding object, of automatic circuitopening means, in circuit with'the electromagnetic devices, whereby to minimize current consumption as well-as to limit the several control movements of clutch and transmission parts.

tion will appear from the following detailed description of an embodiment of the invention, and from the accompanying drawings, in which:

Fig. 1 is a diagrammatic side elevation, showing 55 a manner of operatively connecting the as- Further objects and advantages of the invensembly to the throttle an internal combustion engine; Fig. 2 is a vertical, longitudinal, sectional elevation of a clutch' and transmission to which the present invention is applied; Fig. 3 is a vertical, longitudinal, sectional elevation, showing a preferred arrangement of electrical control mechanism, Fig. 3 being taken along line 3-8 of Fig. 4; Figs. 4, 5 and 6 are transverse, vertical sections as viewed along lines 4-4, 5-5 and 8-8, respectively, of Fig. 2; Fig. '7 is an enlarged, horizontal sectional view of a form 01' a circuit breaking device, as taken along line I 1 of Fig. 2; Fig. 8 is a sectional view of a presently preferred form of manual control switch and throttle control assembly, the view being taken along line 8-8 of Fig. 9; Fig. 9 is a vertical section as viewed along line 9-8 of Fig. 8; Fig. 10 is a sectional view through one of the switch units, as taken along line l0i8 of-Fig. 9; Fig. 11 is a sectional elevation of the switch unit of Fig. 10, as viewed along line ll-ll of Fig. 10; Figs. 12 and 13 are sectional elevations oi the throttle control elements, these views being taken along lines l2-l2 and i3-l3, respectively, of Fig. 9; Fig. 14 is a section through another of the switch units, as viewed along line lll4 of Fig. 9; Fig. 15 is a wiring diagram showing the connection of the several switches, circuit breaker and solenoids; Fig. 16 is a section taken along line l6-l6 01 Fig. 8; Fig. 17 is asectional view of a modified form of a switch and throttle control assembly, as taken along line l-l| of Fig. 18; Fig. 18 is-a vertical section as viewed along line I8-l8 of Fig. 17; 'Fig. 19 is a section through a switch unit, being taken along line l9-I9 of Fig. 18; Figs. 20 and 21 are fragmentary sections of details. of certain of the control mechanism, as viewed along lines 28-28 and 2 l-- 2 I, respectively, of Fig. 1'7, and Fig. 22 is a wiring diagram of the modified control system.

The transmission and clutch assembly shown in Fig. 2 constitutes, apart from combinations presently disclosed and claimed, no part 01 the present invention, but is described and claimed in U. S. Letters Patent No. 1,947,033 granted February 13, 1934. It may be noted for purposes of the present description that connection is made to a drive shaft 5 of an engine or other prime mover, through a flanged hub 6, extended to form an element 1 of a friction clutch assembly. Companion plates or discs of the clutch are indicated at 8 and 9, the clutch being engageable and disengageable through a plurality of radially movable plungers, some of which, indicated at [8, are provided with hinged inner ends H, and

others, such as plungers i2, being of relatively rigid construction, and somewhat less in length than the plungers i0. Clutch elements land 8 are biased apart as by springs i3, and the plungers are biased inwardly toward clutch-disengaging position as by springs l4. The clutch actuating assembly is carried internally of a housing l5, mounted on a hollow rotatable power shaft l6, and extending within the transmission case IT. The clutclnand clutch-actuating mechanism are preferably enclosed by a housing I! suitably secured to the engine frame and the transmission case H.

The speed-change gearing of the transmission presently illustrated is identified with a plurality of aligned, spaced, centrally hollow gears i8, 20, 2| and 22, these gears being so assembled as to I form a continuous passage or bore therethrough,

for a purpose hereinafter appearing. Carried by a countersi'raft 23 are a plurality of gears 24, 26, 26 and 21, each of gears 24 through 21 being secured to the shaft 23, and the gears 24 through 26 meshing respectively with gears numbered i8, 20 and 2| The gear 21 constitutes a reverse driving gear, and operates through an idler 28 to actuate the gear 22 as appears in Fig. 2.

The power take-on shaft, or driven element which may serve as a connection to the propeller shaft of an automotive vehicle, is indicated at 28, and is provided throughout its forward end with a longitudinal bore 30 in which there is disposed for endwise movement, a combined transmission and clutch-controlling shaft, indicated at 3|. The shaft 3| is provided with an externally splined head 32, the splines thereof engaging corresponding internal splines 33 within and along the bore 38 of shaft 28. By this provision, even though the shaft 3| is moved endwise for speed change control, as hereinafter appears, this shaft is always kept in rotative, operative connection with the propeller shaft 29.

As a means for efiecting endwise movements of the shaft 3| for purposes of coordinated control of the clutch and speed-change elements of the transmission, as hereinafter described, there is employed an arrangement shown in Figs. 2 and as consisting of a transverse pin 34, projecting through the splined head 32 of shaft 3|, thence through diametrally opposed slots 35 in the hollow portion of shaft 29, and outwardly to termihate in a rotating collar 36. The collar 36 is surrounded by a circular non-rotatable collar 31 adapted for longitudinal movement by means hereinafter described. The arrangement is such that, as the collar 31 is moved endwise, there results an endwise movement of shaft 3 I.

The shaft 3| is provided with a driving head 38 characterized by'a plurality of radial abutments or projections 33 which serve, when the driving head is brought to a position within one of the gears I9, 20, 2| or 22, to be engaged by spaced spring-pressed pawls 40, there being preferably at least a pair of such pawls within each of the gears |9--22, and the arrangement being such that the driving head 38 may be freely moved through or into any of the gears |822, due to outward or radial displacement of the pawls and abutments 39. The arrangement is further such that when the head 38 is positioned in driving engagement with the center pockets in any one of ing the friction clutch plates 1, 8 and 8 coordinately with, and preferably in sequence with the establishment of the several operative connections with the gears |8--22. Clutch actuation is effected through a series of cams or nodes 4|, spaced along the left hand and (Fig. 2) of shaft 3|, their spacing being proportioned to the spacing between centers of the gears |3-22. The relation between the cams 4| and gear-engaging head 38 is preferably such that as shaft 3| is moved to the left (Fig. 2), the head 38 serves to bring one of the gears |822 into driving engagement with the shaft, slightly in advance of engagement of the friction clutch. This clutch actuation is effected, as will appear from the drawings, by outward raiai movement of one group of plungers, such as l0, responsively to movement of one of the cams 4|, into the plane of the plungers.

It willappear from the foregoing that a longitudinal movement of the collar 31 serves to effect both a full transmission control, consisting of the several predetermined speed-change settings, and serves also to effect, coordinately but sequentially therewith, a series of clutch-engaging and disengaging movements.

Due to the resilient mounting of the pawls 40, the driving head 38 is free to move without obstruction to its control movement, into or through the gears |322. As before noted, a plurality of the clutch-actuating plungers ID are provided with hinged inner ends N, there being also provided a separate group or set of plungers I2, somewhat shorter in length than the plungers it). It will appear that the endmost clutch cam 4| is also of greater diameter than those disposed inwardly of the ends of shaft 3|, with the result that only the larger clutch cam actuates the shortest plungers such as l2, and that this takes place only when the shaft 3| is positioned to bring the driving head 38 into driven engagement with the reverse gear 22. In the forward speed positions, due to the hinged inner ends I of plungers ill, the smaller clutch heads or cams 4| actuate the plungers |0, and hence the clutch, in sequence, only as the shaft 3| is moved to the left (Fig. 2) as in proceeding from the lower, to and through the higher gear ratios. Upon the reverse movement of shaft 3|, the hinged inner ends ii of plungers iii are deflected laterally, to the right, and thus the clutch is not engaged sequentially during movement of the shaft 3| from higher to lower gear ratios.

There is provided within the transmission housing, paired solenoid assemblies 45 and 46, each of which is shown as mounted at one end in a bearing bracket 41, the bracket also serving to carry hollow gears 20 and 2|. The opposite ends of the solenoid assemblies are secured in bearing bracket 48 which forms a bearing support for the hollow gear 22, one end of shaft 29, and an end of gear shaft 23. The bearing bracket 48 is so constructed as to retain all lubricant in the gear compartment of the case. The solenoid units of assembly 45 include hollow elements 50, 5|, 52 and 53 (Fig. 3) which are surrounded on their outer periphery by suitable magnet windings or coils, and are suitably insulated from each other by insulating material 54, and are enclosed, except for end 55, by a case 56, this case 56 being suitably secured to bearing bracket 48. As will appear, the mounting of the magnet assemblies facilitates their detachment and replacement if desired for purposes of access and service. It will be seen from Fig. 3 that, due to the use of hollow magnets, there results a passage 51, which is, by preference, open at one end, and which extends through the several magnets. Positioned for iongitudinal movement in passage 81 is a magnet core or armature 88 having a reduced extension 89 projecting out of passage 81. The core extension 88 is mounted in or secured to a projecting arm 88 of the non-rotatable collar 31, and has a limited endwise movement relative to arm 88, as determined by a compression spring 8| and nut 82 on one side of arm 88, and an abutment Glon the opposite side. a

It will be seen from the foregoing description that, as a sequential energization of the magnets is effected, the core 88 will be drawn along the passage 81, and since the core is connected to collar 31 by extension 89 and arm 88, such actuation of the core will move the collar along the shaft 28. Moreover, as the collar is connected to shaft 3|, there will be a corresponding movement of driving head 38 and clutch operating cams 4|.

the energized magnet before it picks up the full load of speed change and clutch operation. A fixed guide rod 84 projecting through a longitudinal opening in the core 58 and extension 59, is provided as a guiding means for centering the core in the magnets.

The spacing of the magnets in the assemblies 45 is such that when one magnet is energized to draw the core 58 into the magnet, the resulting movement of the shaft 3| first brings the driving head 38 into engagement with a pre-selected gear, and then effects an engaging actuation of the clutch. For example, when magnet 52 is energized, drawing the core into it, there is a proportionate or corresponding movement of driving head 38 to bring the driving head into engagement with gear 2 I, thus effecting a low driven speed of shaft 29, this relation of parts being illus trated in Figs. 2 and 3. Upon energization of magnet drawing the core to the left, Fig. 3, there is a movement of driving head 38 and earns 4| to the left, Fig. 2, the driving-head 38 being moved out of gear 2| and into driving relation with gear 28, and at the same time the arrangetransmission assembly, the reverse magnet 53 is energized, the driving head 38 being moved into engagement with gear 22, from which, due to the provision of idler gear 28, there results a reverse movement of driven shaft 29.

It will be seen from the foregoing that, as the magnets 52, 5| and 58 are energized in sequence, there will result a series of speed change movements. The construction of the solenoid assembly 46 is much the same as the units 45, except as to the number and position of the magnets. The hollow elements 85, 88 and 81 are surrounded by magnet coils or windings which are insulated by suitable insulating material 88, and which are enclosed except at end 89, by casing 18. The assembly 46 is mounted in bearing brackets 41 and 48, after the manner of the assembly of units 45. V

Magnet core or armature 1| is positioned to,

move in e 12, and has an extension 13 mounted in arm 14 of collar 31. A compression spring is positioned between arm 14 and an abutment 18 on extension 13, a nut 18 being provided on the opposite side of arm 14 to hold the parts in assembled relation. The spring allows a slight lost motion of extension 13 in arm 14, so that the magnet core 1|, upon energization of one of the coils, will move a short distance into the magnet before it takes the full load of shiftspace between the pawls 4|) of the adjacent gears. Thus when magnet 81 is energized to draw core 1| into it, the driving head 38 is moved to a position between the pawls of gears 2| and 22, thus effecting a neutral or free running position between low speed and reverse positions of the driving head. Energizing magnet 85 brings the driving head 38 into a neutral or free running position between the pawls of gears 28 and 2|, or between second or intermediate speed and low speed. Upon energizing magnet 65, the driving head 38 is brought into a neutral or free running position between gears l8 and 28, or between high and second speeds.

It will be seen from the foregoing that the solenoid units of assembly 45 are adapted for effecting driving relation between pro-selected gears of the transmission, while the axially staggered relation of units of assembly 48 results in successively effecting neutral positions of the driving head 38.

It will also be noted that the actuating mechanism for the transmission and clutch includes duplicate sets of concurrently operable solenoid assemblies 45 which are located at relatively opposite sides of shaft 3|, and duplicate sets of concurrently operable solenoid assemblies 46, likewise located at relatively opposite sides of shaft 3|, (see Figs. 4 and 5). Accordingly, the forces tending to shift the shaft 3| are applied equally at diametrically opposite points of collar 31, thereby avoiding any binding tendency of the said collar and shaft as might result by the operation of shifting mechanism which provided for the application of but a single, off-center force to collar 31.

Proceeding now to a description of the throttle control and the switching mechanism for selectively energizing the solenoids, there is secured to a support 80, which may consist of a floor board of an automobile, a casing which consists of side plates 8| and 82 and a cover 83, the side plates being secured to the fioor board as by bolts 84. Journaled in the side plates 8| and 82 is a shaft 85, on which is mounted as by a key 88, a gear 81, the teeth of gear 81 meshing with a toothed rack 88. The rack 88 is carried by an extension 89 of a pedal 90, and braced by a member 9|, which may also be a part of the pedal. The pedal 90 is pivoted on a pin 92 carried by a member 93, the member 93 being suitably secured to the floor board 88. It will be seen that the pivot point is so positioned longitudinally of the foot pedal that when a downward pressure is gear 01 will be rotated in a clockwise direction, (Fig. 8), and that when a downward pressure is applied to the heel or rear portion of the pedal, the gear will be rotated in an anti-clockwise direction.

Mounted on the side plate 02 is a switch mechanism which controls the operation of the solenoid units of assembly 40. This switch mechanism comprises a body portion 04, preferably of insulating material, and is secured to the side plate 02 by bolts 05, the body portion 04 being provided with recesses to receive metal cups 01 (Fig. Mounted in cups 01 are switch elements or plungers 00, 00 and I00, the outer ends of the plungers projecting into apertures IOI in the body portion 04, and the opposite or inner ends terminating in button portions I02. There are provided in the cups 01 compression springs I03, which urge the switch elements or plungers 00, 90 and I00 inwardly, and into switch open position, as will hereinafter appear.

Projecting into the apertures IIII from the outer periphery of the body portion 04 are switch contacts or plungers I04, I05 and I06, these plungers being urged inwardly by flat springs I01 secured to the body 94. Conductors I00, I00 and H0 serve to connect the plungers I04, I05 and I06, respectively, to the coils or windings of the magnets 50, 5| and 52, respectively, of the solenoid assembly 45, as will be more fully hereinafter described. A lead or conductor II I, from a suitable source of electrical energy, such as a battery, is connected to the individual cups 01 through metal strips II2, one of the strips being extended to form a contact button II3. A companion button II4 (Fig. 11) is extended through the body portion 04 to receive a conductor or conduit II5, this conduit II5 being connected to the coil of the reverse magnet 53 of solenoid assembly 45.

Located within the body portion 94, and secured to the shaft 05 as by a key H0, is a cylindrical collar or switch rotor II1, preferably formed of insulating material, this collar II1 serving to carry a spring pressed pawl I I0, urged outwardly or into operative position as by a spring IIO. It will be seen that as the shaft 05 is rotated in a .clockwise direction, as a result of a downward pressure on the forward portion of foot pedal 00,

the pawl I I0, carried by collar II1, will, in the,

plunger buttons I02, thus allowing the switch elements to remain in open position, and as the collar is further rotated, the metal pawl IIO will bridge contact buttons H3 and I I4 (Fig. 11) to effect a closed circuit to the core of the reverse magnet 53.

Secured to the plate 0i as by bolts I20, is a switch structure comprising a body portion or switch housing I2I, preferably of insulating material, the housing serving to receive cups I22 which are suitably connected to a source of electrical supply, as by a conductor I23 and metal strips I24. Carried in cups I22 are contact plungers I25, I20 and ML The inner ends of the plungers terminate in button portions I20, and

9,085,789 applied tothe forward portion of the pedal, thethe outer ends proiect into apertures I20, springs I30 being provided to urge the plungers inwardly.

Projecting into the apertures I20-from the periphery of the body portion I2I, are springpressed switch plungers I3I, I32 and I33, from which connection is made, as by conductors I34, I35 and I30, respectively, to the coils of the magnets 05, 00 and 01, respectively, of the solenoid assembly 40.

Located within the body portion I2I is a collar or switch rotor I31 secured to the shaft 05 as by a key I30, this collar carrying a spring-pressed pawl I30 urged outwardly by a spring I40. It will be seen that as the shaft 05 and collar I 31 are rotated in an anti-clockwise direction, the pawl I30 will strike the button portions I20, and in sequence will force the plungers I25, I20 and I21 outwardly into switch closing relation to the spring-pressed plungers I 3I, I32 and I33, respectively, thus eifecting, at the proper moments, energization of the coils of the magnets 05, 00 and 61, respectively, of solenoid assembly 40.

Suitably secured to the shaft 05, and located on opposite sides of gear 01, are throttle control cams I43 and I 44, the cam I43 controlling the engine speed when the transmission is in reverse position, and the cam I44 controlling the engine speed when "operating in a forward motion, as hereinafter explained. The cams I 43 and I44 control the engine speed through cam follower levers I45 and I40, respectively, these levers being secured to a shaft I41 which is suitably journaled in the side plates 0I and 02. Mounted in apertures in the lower ends of the levers I45 and I40 is a tiepiece I40 to which is secured a throttle control rod I40, in turn suitably connected to an engine speed control device, for example, the throttle I49A of a suitable carburetor (Fig. 1). Located below the pivot I41, and carried by the levers I45 and I40, is a cross rod I50 which receives one end of a tension spring I5I, (Fig. 12), the opposite end of spring I5I being secured to a stationary member I52 carried by the casing cover 03. This spring tends to maintain the cam followers in contact with the cams.

Mounted on the upper portion of the follower lever I40, as by pivot pin I53, (Fig. 12), is a follower arm I54, as illustrated in Fig. 12. This arm I54 is urged outwardly toward a stop I55, by a torsion spring I50. The follower arm I54 is adapted to be engaged and moved to the left, (Fig. 12), by camming surfaces I51, I50 and I50, on the cam I44, when the cam is rotated in a clockwise direction, but when the shaft and cam I44 are rotated in an anti-clockwise direction, the follower arm I54 will move inwardly about its pivot I53 so as not to cause displacement of the lever I46, and thus under these conditions, not affecting the speed of the engine.

The cam follower arm I45 is provided with a cam follower portion I60 which rides on the surface of cam I43, this cam including a nose or camming portion I6I, which when the shaft and cam are rotated in an anti-clockwise direction, will urge the follower lever I45 to the left, Fig. 13.

It will be observed that spring I5I (Fig. 12) will serve to bias the arm I45 and hence follower I60 into engagement with cam I43 in the same manner that this spring influences the arm I46. The cam I 43. particularly the nose I 6I is in such timed relation to the cam I44, that the nose I Si is inoperative during operative positions of cam I44, the high point of cam I43 coming into operative relation with its follower only during a predetermined extreme counterclockwise rotation of shaft 85.

The operation of the Switches and throttle control cams and levers. just described,.will be more fully hereinafter explained.

Suitably secured within a portion of the transmission case I1 is a circuit-breaking or limitswitch structure, indicated generally at I64, the details of which are best illustrated in Figs. 5 and 7. The structure I84 includes an outer casing I65 having a longitudinal slot along its low-' er wall and enclosing the switch and switchmountings. Inside the case I65, and secured thereto is a switch carrier member I68, preferably formed of insulating material, and longitudinally slotted as at I61, to receive an extension I68 of the nonrotatable collar 31. A roller I89 carried by the extension I69 is arranged to operate in the recess or passageway formed between the side walls of the carrier I61, and to open one at a time, the several switches hereinafter described, the roller I69 among other elements, also serving to hold the collar 31 from rotating with shaft 29.

Mounted on one outer side of the switch carrier are switch contacts I10, HI and I12, con- I14 and I15, respectively, which are connected by conductors I16, I11 and I18 to the coils of the magnets 65, 66 and 61, respectively, of the solenoid assembly 46. These paired contacts are normally held in circuit closed position, but depending on the longitudinal position of roller I69, which urges the plunger buttons I19 and thus the switch contacts I10, Ill and I12 outwardly, the circuit including each magnet coil is at times broken, as will be more fully understood from later description.

Mounted on an opposite outer side of the carrier I66 are a plurality of switch contacts I80, I8I, I 82 and I83, these contacts being connected by conductors I08, I09, H0 and H5 to the switch elements I04, I05, I06 and II4,respectively, of the switch structure which energizes the windings of the solenoid assembly 45. Secured to each of the switch contacts I80, I 8I, I82 and I83 is a plunger I84, these plungers extending through and beyond suitable apertures in a side wall of the switch carrier and into the path of the roller I69, to cause an outward movement of the switch contacts as the roller I69 is moved longitudinally of the structure. Paired in theorder named with the switch contacts I80, I8I, I82 and I83, are companion contacts I85, I86, I81 and I88, the latter being connected, as by conductors I89, I90, I9I and I92, respectively, to the coils of the magnets 50, 5I, 52 and 53, of the solenoid assembly 45. The several paired contacts are normally held in closed position by their own spring pressure, but when, by a predetermined movement of roller I69, one of the plungers I84 of the several switch contacts I80, I8I, I82 and I83 is moved outwardly, there results an opencircuit relation, the purpose of which will be hereinafter explained.

As a means for synchronizing the engine speed with the speed of the driven shaft,whenthe transmission elements are moved from second speed into high speed or direct drive, or when the parts are moved out of high speed into a free running. posi tion, there is provided a governor-operated throtsion spring maintains the camming arm I94 in sliding relation with lug I93. Depending from the pivot end of arm I94 is an extension I99, terminating in a ball portion 200, which rides in a companion socket of a rotatable clutch disc 20I, the outer periphery of the disc 20I being beveled or cone shaped to serve as a clutch face. The disc 20I is provided with an axial projection 202 Journaled in a suitable recess in an end wall of the case I1, a spring 202A being provided therein to bias the disc 20I forwardly or out of position to engage companion disc elements 203 and 204. The cone disc 203 is secured to the driven shaft 29, and the disc 204 is Journaled on a shaft 205, suitably secured against rotation in an end wall of transmission case I1. Pivoted to one face of disc 204 are governor arms 206,'the

outer ends of the arms being provided with gov-' ernor balls 201 and companion arms 200. The arms 208 are pivotally secured to a peripherally grooved collar 209 Journaled on the-forward end of shaft 205. Located on shaft 205, and between the collar 209 and disc 204, is a compression spring 2I0 which tends to oppose the centrifugal action of balls 201, and to urge the collar 201 forwardly along shaft 205. Journaled in a side wall of case I1 is a shaft 2, the inner end of which carries a lever 2I2, the upper portion of the lever 2I2 being provided with a ball end,

the cam surfaces I95 or I 96, the cam lever I94 will be urged downwardly to pivot about pin I91 and urge the disc 20I into engagement with companion discs 203 and 204. Since the disc 203 is driven by the driving shaft 29 of the transmission, there will result a proportionate or corresponding rate of rotation of disc 204. As the disc 204 is rotated. the governor balls will swing outward,

away from shaft 205, drawing the collar 209 tocontrol.

The operation of the device is thought to be apparent from the foregoing description of parts,

but maybe briefly reviewed for sake ,oLcoin pleteness as follows:

Assuming, for' example, the control mechanism to be in a neutral position between low speed and reverse, and that it is desired to drive the associated vehicle in low speed, foot pedal 88 is pressed downwardly, the rack 88 then rotating gear 81 in a clockwise direction (Fig. 8), also rotating the switch members H1 and I31 and throttle control cams- I43 and I44. The switch member H1 is rotated until pawl II8 strikes the button of switch plunger I88, pressing the plunger outwardly, closing the circuit through conductors III, 8, switch contacts I82, I81,

and conductor I9I, to energize the coil of magnet I 52, thus drawing the magnet core 58 to the left (Fig. 3) to a position within the magnet 52. Since the core 58 is connected to collar 31 through extension 59 and arm 88, there is acorresponding movement to the left (Fig. 2) of driving shaft-3|, bringing the head 38 into driving engagement with pawls 48 of gear 21, and thereafter engaging the clutch through plungers I8 which are urged outwardly by one of the set!- eral cams 4|, as shown by "Fig. 2. Driving now takes place through driving shaft 5, clutch plates 1, 8 and 9, hollow shaft I8, gears I9 and 24, shaft 23, gears 26 and 2|, thence through shaft 3|, and out through driven shaft 29. With this arrangement of transmission parts, there results a low speed rotation of driven shaft 29.

As the collar 31 is moved to the left (Fig. 2), as appears above, there is a corresponding movement of roller I69 in the circuit-breaking structure I64. The parts are so arranged that as the driving head 38 has been brought into engagement with gear 2|, and the clutch has been engaged, the roller I89 strikes the'plunger I84 on switch element I82 and urgesthe plunger and corresponding spring switch arm outwardly, thus breaking the contact between switch elements I82 and I81, thereby interrupting the circuit to the coil of magnet 52. This means for breaking the circuit serves to limit the movement of the core at the end of this stage of its operation, and prevents any unnecessary load being drawn from the source of power, such as a battery, in case the transmission control parts are allowed to remain, either through inadvertence or necessity, in

first speed. This relation of transmission parts and switch assemblies is shown, for sake of conformity throughout the drawings, it appearing that similar provisions serve to limit the current consumption by the coils corresponding to other control positions.

A further downward pressure on the foot pedal will cause the camming surface I51 of cam I44 to engage the cam follower I54 and urge the lever I48 outwardly, which, through the throttle rod.

I49, will gradually increase the engine speed until such a speedof the driven element has been reached as is most desirable in contemplation of the next higher gear ratio. A further downward movement of the foot pedal 98 will cause the cam follower to ride over the high end of camming surface I51 and onto the low portion of camming surface I58, effectin a deceleration of the engine to a speed suitable for entering the next higher gear ratio. At the same time, the last mentioned movement of the foot pedal 98 will cause the pawl 8 on collar II 1 to engage the button portion of switch plunger 99, closing the circuit through conductors III, I89, switch contacts I8I, I88, and conductor I98 to energize the coil of magnet 5|.

Fig.3, out of magnet 52 and into a position within magnet 5|. The movement of core 58 and shaft II to the left (Fig. 2), first disengages the clutch, moves the driving head 38 out of engagement with the pawls in gear 2| and into engagement with pawls 48 of gear 28. This movement finally results in engaging the clutch to effect a drive through shaft 5, clutch plates 1, 8, 9, shaft I8, gears I9 and 24, shaft 23, gears 25 and 28, through driving head 38, shaft 3|, and out through shaft 29. With this arrangement of transmission parts, there results a second or intermediate speed of the driven shaft. The roller I69 is moved to the left by collar 31, through a distance proportionate to the distance between centers of the pawls of gears 2| and 28, the roller striking the plunger I84, on the switch contact IN, and breaking the circuit between conductors I89 and I98. As the transmission parts are being moved as described, the throttlecontrolling cam follower I45 rides off the high end of camming surface I51 and onto the low end of camming surface I58. The contour of surface I58 is such that upon further downward movement of pedal 98, the engine, and thus also the driven element are increased in speed. However, due to the radius of the lower end of camming surface I58, the engine is not brought back to idling speed when the follower rides off of surface I51, but is maintained at such a speed as best to relate it to the speed of the driven shaft, so that after the gear change has been effected and the clutch brought into engagement,

there will not be any jar or shock such as might be experienced if the speeds of the engine and driven element were not appropriately related when the clutch'is brought into engagement.

Under certain driving conditions, it may be desirable, when the vehicle is operating in any of the lower speed ratios, for example intermediate, to provide for acceleration of the engine beyond a speed determined by cam surface I58 of cam I44. To care for any such requirement I have provided amaster switch, which may be of any suitable form, and serves at the will of the operator to energize or deenergize the entire electromagnetic system. Such a switch is shown diagrammatically in Fig. 15 at 223, and in Fig. 22 at 224. By deenergizingthe magnet coil circuits through one of these switches, the operator may, having set the transmission and clutch control elements say in second gear positions, open the switch, and proceed to accelerate by further depression of the pedal, utilizing the cam portion I59, and attaining if desired a full engine throttle. Such requirement may be encountered for example, in hard pulls in heavy soils, or be met in a need for augmented acceleration on grades, etc. Upon reclosing the switch and reenergizing the magnet coil circuits, further selection of clutch and transmission positions may be effected.

Upon a further downward movement of foot pedal 98, the pawls II 8 of collar II1 strike the plunger 98 urging it into switch closing position. The current now passes through conductors III, I88, contacts I88, I85, and conductor I89 to energize the coil of magnet 58. The magnet 58 attracts the armature or core 58 to its extreme position to the left, and the core correspondingly moves shaft 3| to the left, (Fig. y 2), first disengaging the clutch and moving the driving head 38 out 'of engagement with the pawls of gear 28 and into engagement with pawls 48 of gear I8,' and thence again engaging the-clutch aoss nae f through plungers- I and one of the ,cams 4|. Driving'now takes place through shaft 5,. clutch plates 1, 8, 9, hollow shaft I9, gear I9, driving head 38, shaft 3 l, and out through shaft 29. This position of transmission parts corresponds to, and results in a high speed or direct drive relation between the engine and the driven shaft. As the collar 31 is moved to the left a distance to correspond to the distance between the centers of the pawls of gears 20 and I9, the roller I69 on collar 31 is brought into engagement with plunger I84 of switch contact I00, thus urging this contact outwardly and breaking the circuit between conductor I89 and I08.

As the transmission parts are being moved in the manner last described, the throttle-controlling cam follower I54 rides off of thehigh end of camming surface I58 and tends to drop onto the lower end of the camming surface I59. But at this time the movement of the collar 31 to the left (Fig. 3), causes the extension or arm I93 to strike the camming surface I95 of lever I94, urging the lever downwardly, thus to urge the clutch disc 20I to the right (Fig. 3), into engagement with companion discs 203 and 204. The disc 203 on the driven shaft 29 rotates the disc 204, through disc 20I,/to cause rotation of the governor balls 201. The balls will swing outwardly away from the shaft 205, due to centrifugal force, and will draw the collar 209 along the shaft and to the right, Fig. 3. This movement of the collar 209 causes the throttle control rod 2I4, through lever 2I3, shaft 2 and lever 2I2, to operate the throttle in a direction to increase the speed of the engine. It will be seen that, since the engine speed is now related to the speed of the driven shaft 29, the engagement of the clutch, after the driving head 38 has been moved to a direct drive position in gear I9, will cause no jerk or drag which would be experienced if the motor were at idling speed at the time of clutch engagement. However, about the same time that the longitudinal movement of shaft 3I brings about the engagement of the clutch, the extension or arm I93 of collar 31 rides into a low point on theend of the lever I94, thus allowing an upward movement of the lever to bring the disc 20I out of engagement with the discs 203 and 204. This disengagement of the discs makes the governor inoperative, allowing the speed of the motor to tend to drop to an idling speed. It will be seen that the provision of the governor throttle control maintains an engine speed which is properly related to the speed of the driven shaft, as the transmission parts are moved between second speed position and high speed or direct drive. However, once the control parts are in direct drive position, the governor control is out of operation, allowing the engine speed, and thus the car speed, to be fully controlled by the shaft 85 and camming surface I59, through the follower arm I54, lever I46 and throttle rod I49. It is contemplated that free-running operation of the vehicle will usually be effected by disposing the gear clutching head 38 in the neutral position adjacent the pawls of the direct drive gear I9, in which position the head 33 may be readily actuated into and out of conventional, direct-driving position. It will be seen that the described arrangement of parts I93 and I94, coacting to put the throttle under control of the governor when the control parts are between intermediate and high speed positions, yet taking the throttle out of governor control when in high speed position, serves to maintain the engine and driven shaft in proper speed relation whenever it is desired positively to connect them. There are thus avoided-shocks and excessive torsional stresses upon resuming conventional drive following a period of free-running operation.

When it is desired to enter a free-running position, thepressure is removed from the pedal 90, allowing it to move upwardly. This upward movement of the pedal is caused by a torsion spring 2I5, secured at one end to the shaft 35 and at the opposite end in side plate 82; This spring having been loaded asthe gear 01 was previously rotated in a clockwise direction, it will now tend to rotate the shaft, and thus the gear, in an anti-clockwise direction. It will be seen that as the pedal is at least partially relieved of pressure, the anti-clockwise rotation of gear-81 will tend to return the pedal to its normal position of rest, which corresponds to a setting of the control parts in a position such that head 39 is disposed in the neutral space between first speed and reverse gears, H and 22. However, there is provided a series of notches 2I6, 2I.1 and 2! along one side of the pedal arm 09, ,which are adapted to be engaged by a spring pressed plunger 2I9 conveniently mounted in a recess in the floor board 00, because of which the pedal will only move upwardly until thenotch 2I9 has been engaged by plunger 2I9. The notches 2I0, 2H and 2I8 are so constructed that as they are engaged by the plunger 2I9, when the. pedal is pressed downwardly, there will be little or no resistance against the movement ofthe pedal, but as the pedal is moving upwardly,

the plunger will hold the pedal against further movement until the heel portion of the pedal has been urged downward. As the pedal moves upwardly to a point where the'plunger 2I9 engages notch 2I6, the switch collar I31 is rotated in an anti-clockwise direction until the pawl I39 strikes the switch plunger I25 to close the circuit through conductors I23, I34, switch contacts I10, I13, and conductor I15 to energize the coil of magnet 65. Magnetic core H is drawn to the right (Fig. 3), to a position within the magnet 55, thus drawing the shaft 3I through extension 13, arm 14, and collar 31. This movement to the right (Fig. 2) also serves to move oneof the cams 4I out of clutch engaging position and to move the driving head 38 out of gear I9 into a free-running position between the pawls of the gears I9 and 20. The movement of collar 31 to the right will cause the roller I59 to engage the plunger of the switch contact I, to urge the contact outwardly to a switch-open position, thus breaking the circuit to the coils of magnet 55. In like manner this same movement of collar 31 will cause the arm I93 to engage the cam portion I96 of lever I94, urging the lever downwardly to bring the govemor-throttle control into operation to retain the engine at a speed proportioned to the speed of the driven shaft. The governor throttle control remains in operation until the driving head 38 is moved either to a direct drive position, or into a neutral zone between the pawls of gears 20 and 2I. It will be seen that the governor throttle control is in operation. when the transmission parts are moved from second speed to high speed, and when the parts are in a neutral position between second speed and high speed. so that whenever the driving head 38 is moved into the gear I9, the engine speed will always be properly related to the speed of the driven shaft so as to. facilitate resuming drive through the gears.

A slight downward pressure on the heel portion of the foot pedal 98 will disengage the plunger 2I9 from the notch 2I8 of the pedal, allowing the shaft 85 to rotate in an anti-clockwise direction until the notch 2" of pedal 98 is engaged by plunger. 2I9. When the parts are in this position, the pawl I 89 of collar I31 will strike switch plunger I28 urging the plunger outwardly to a switch closing position, to close the circuit through conductors I28, I85, switch contacts I1I,

I14, and conductor I11, thus energizing the coil of the magnet 88. The magnet core 1I will be drawn to. the right (Fig. 8), to draw the driving head into a neutral position between the pawls of gears 28 and 2|. The collar 81 will obviously also be moved to the right to cause the roller I89 to engage the plunger I19 of switch contact "I and this contact will be urged outwardly to open the circuit to the coil of magnet 88.

If a downward pressure is again applied to the heel portion of the pedal 98, the plunger 2| 9 will be disengaged from notch 2I1 of the pedal, and the gear 81 and shaft 85 will rotate in an anti-clockwise direction under influence of the spring until the notch 2I8 of the pedal is engaged by the plunger 2I9, thus stopping the rotation of the shaft 85. Near the end of this movement,

the pawl I39 of collar I81 will strike plunger I21,

to urge the plunger outwardly to a switch closing position, thus closing the circuit through conductors I28, I88, switch contacts I12, I15, and conductor I18, to energize the coil of magnet 81. The magnet core 1 I will now be drawn to the right to a centered position within magnet 81, drawing with the core, the shaft 8I to move the driving head 88 into a neutral position between the pawls 48 of the gears 2I and 22. The roller I89 will then impinge the plunger I19 of switch contact I12 to urge this contact to a position to open the circuit to the coil of the magnet 81.

It will be noted that as the shaft 8i is moved to the right through its several forward-speed positions, there will be no actuation of the clutch since the hinge portions II of clutch operating plungers I8 will swing to the right to allow the cams 4I to pass; it being also observed that there will be no throttle movement due to actuation of cam I44, since the follower arm I54 will swing away in a direction to clear the camming surfaces I51 and I58.

If it now be desired to drive the shaft 29 in a reverse direction, pressure is applied to the heel of the pedal 98 to disengage the plunger 2I9 from notch 2I8 and thus to rotate the gear 81 and shaft 85 in an anti-clockwise direction, the pawl I I8 of collar [I1 is brought to a position to bridge the contacts II8 and H4, (Fig. 11), thereby closing the circuit through conductors III, 5, switch contacts I88, I88, and conductor I92 to the coil of magnet 58. The magnet core 58 is drawn to the'right (Fig. 3), within the magnet 53. This movement of core 58 causes the shaft 8| to move to the right (Fig. 2), bringing driving head 38 into, engagement with the pawls of gear 22, and the large end cam 4I into clutch engaging relation to plungers I 2. Driving now takes place through drive shaft 5, clutch plates 1, 8 and 9, hollow shaft I8, gears I9 and 24, shaft 28, gears 21, 28 and 22, driving head 88, shaft 3I, and outthrough driven shaft 29, the provision of the gear 28 causing the shaft 28 to be driven in a reverse direction of rotation. As the collar 81 is moved to the right, the roller I89 engages the plunger I84 of switch contact I88 to urge the contact outwardly to a position to open the circuit to the coil of magnet 58. A further rotation of shaft 85 in the same direction will bring the camming surface I8I into engagement with the follower portion I88 of throttle 'control lever I45, to force the lever outwardly to increase the speed of the engine and hence that of the driven element.

My preference in respect to the return spring 2I5 on shaft 85, is so to form andanchor the spring that it is stressed upon movement of shaft 85 in either direction about its axis, from the normal position of rest in which the control parts are in a neutral zone between low speed forward and reverse gears. Thus it is seen that with the controls in reverse, if the pedal 98 be permitted to resume its normal position of rest, due to the spring, it will rotate shaft 85 in a clockwise direction to close the switch contact plungers I21 and I88, closing the circuit to the coil of the magnet 58, to bring the driving head 88 into a neutral position between the pawls of gearsv 2I and 22.

There is illustrated by Figs. 17-22, a modified foot control structure, consisting of a pedal 225, switch assemblies 228, 221 and 228, and throttle control cams 229 and 288, the pedal 225 being adapted to operate the switch assemblies and cams, in a manner hereinafter described.

Secured as by bolts 28I to the under side of the floor board 282 are side plates 288 and 234 to which is secured a cover 285, serving as a housing for the several switches assemblies and throttle control cams. Journaled in side plate 284 is a hollow shaft 288, on the inner end of which is formed the throttle control cam 288. The opposite, or outer end of the hollow shaft is extended beyond the side plate 234 to receive a torsionspring 281, one end of the spring being secured to side plate 284 and the other end to hollow shaft 288, this spring tending to maintain the hollow shaft in a neutral position.

Keyed to the hollow shaft 288 are switch actuating collars or rotors 288 and 289, the collar 288 being provided with a spring-pressed pawl 248 to actuate switches 24 I, 242 and 248 of switch assembly 221, which are connected as by the conductors I84, I85 and I88, respectively, to the coils of magnets 85, 88 and 81.

The purpose and operation of this switch as sembly is much the same as in the case of the assembly shown in Fig. 14, and previously described. The collar 238 is provided with a springpressed pawl 244 to actuate switches 245, 248 and 241, of switch assembly 228, which are connected, as by conductors I88, I89 and H8, respectively, to the coils of magnets 58, 5I and 52, the purpose and operation of the assembly being similar to the assembly shown in Fig. 10 and previously described, except for the omission of the switch for energizing the coil of reverse magnet 58. It will be seen that clockwise rotation (Figs. 17-19) of hollow shaft 288 will cause actuation of the switches in assembly 228, while an anticlockwise rotation of the shaft will cause the switches of assembly 221 to be actuated.

Journaled in side plate 288 is a hollow shaft Secured to the hollow shaft 248, as by a key, 7

pedal is moved vertically by the operator.

s eaves is a switch actuating collar or switch rotor 266, which is provided with a. button or nose 2M .to actuate switches 252 and 263 oithe assembly 226. The switch 252 is connected by a conductor 266 to the coil of magnet 63 which, when energized. disposes the transmission parts, in a manner earlier described, to effect a reverse rotation ofthe driven element. The switch 253 is connected by conductors 255 and I38 to the coil of the magnet 61 which, when energized, moves the transmission parts, as earlier described, to effect a neutral position between low speed and reverse. As illustrated bythe diagram of Fig. 22, the switch assemblies 226, 221 and 228'are connected to a suitable source of power, such as a battery, by conductors 256, 258 and 251, respectively.

. The shapes and contours of the throttle control cams 229 and 238 correspond to those of the cams I43 and I44, respectively, and follower levers 259 and 266, likewise correspond to the levers I45 and I46, respectively. Thefollower levers of the modified arrangement are connected as by red 26| to an engine speed control device, such as a throttle.

Journaled in the hollow shafts 236 and 248,'is a floating shaft 262, which serves to carry, between the cam ends of shafts 236 and 248, a driving sleeve 263. The sleeve 263 is provided at its ends with collar portions 264 and 265, which are beveled on their outer sides to form clutch faces 266. The clutch faces 266 of collars 264 and 265 are adapted to engage, upon longitudinal movement of the sleeve, companion faces 261 formed in the cam ends of hollow shafts 236 and 248, respectively. Slidably keyed to the sleeve 263, as by a key 268, is a driving gear 269. Located on the sleeve, and between the gear 269 and collars 264 and 265, are compression springs 210, which, when the gear 269 is moved longitudinally to a clutch engaging position, tends to maintain the clutch faces 266 and 261 in an engaged relation.

A depending arm 21l, preferably an arcuate frame element of the pedal 225, is provided over a portion of its outer face with a gear rack 212, which serves to rotate the gear 269 when the The pedal 225 is so mounted as to permit a limited sidewise movement on a pin 213 carried by a yoke 214, while the yoke 214 is pivoted on a pin 215 to allow the pedal to be moved vertically. ,The pin 215 is carried by a support 21.6 which is secured, for example, to the floor board 211 of an automobile. A spring piece 218 is secured at one end in the yoke 214, and at the other end in a bracing arm 219 of the pedal frame, and is so formed and anchored that it tends to center the pedal between extremes of its sidewise movements.

The gear rack portion 212 of the depending arm 211 is provided with extending side walls 280, (Figs. 17, 18 and 20), and since the gear 269 is positioned between these side walls, anysidewise movement of the pedal 225 will cause a movement of the gear 269 and sleeve 263 along the shaft 262. The upper portion of the arm 21! is provided with a projecting guide flange or rib what depressed, the rib engages roller 282 andcorresponding clutch face .261 in the cam end of the hollow shaft 236. As the pedal is now moved downward. the rack 212 rotates gear 269, sleeve 283, and hollow shaft 238 in a clockwise direction. The switch actuating collar 239 is by the same pedal movement, rotated to cause the pawl 244 to close, in sequence, the contacts of switches 241, 246 and 246, which energize the coils of magnets 52, BI and 58, respectively, to move the transmission parts to the positions for driving in low speed, second or intermediate speed, and high speed, in the order named. The cam 230 rotates with the hollow shaft 236, to cause an appropriate acceleration and deceleration of theengine, when the transmission parts are in the several gear engaging positions, all of which will clearly appear from previous description.

As pressure is released from the foot pedal, the torsion spring 231 will tend to bring the mechanism back to a neutral position, thus ro-- tating the shaft 236 in an anti-clockwise direction. The switch element 238 is rotated with the shaft to cause the pawl 246 to close, in sequence, the switches 24l, 242 and 243 which energize the coils of magnets 65, 66 and 61, respectively, for

the purpose of actuating the transmission con- I When it is desired to drive the car in reverse,

the pedal is urged to the left (Fig. 18), moving the gear 269 and sleeve 263 also to the left to bring the clutch face 2660f collar portion 264 into engagement with the corresponding face 261 of the hollow shaft 248. If the pedal is now depressed, the gear 269 and sleeve 263 will rotate the hollow shaft 248 and switch actuating collar 250. This rotation will cause the button or projection 25I on collar 256 to close the switch 252, thus energizing the coil of the magnet 53 to move the transmission parts into a reverse driving position. A further depression of the pedal will cause an acceleration of the engine, through cam 229, lever 259 and rod 26L No equivalents of notches 285 and plunger 286 need be provided for limiting the pedal movement in its reverse position, since the pedal may be moved completely through a range of movement as determined by a suitably disposed fixed stop (not shown).

i As the foot pressure is released from the pedal, the torsion spring 249 will tend to bring the parts to a neutral position, thereby rotating the shaft 248 in an anti-clockwise direction, this rotation serving to decelerate the engine and to cause the button 25l on collar 256 to close the contacts of switch 253, thus energizing'the coil of magnet 61 to return the transmission parts to a neutral position between low forward speed and reverse.

While the foregoing description has covered in detail certain presently preferred embodiments v or the invention, it is to be understood that the device may be varied substantially as to the tively related to provide diflerent speed ratios,

a gear-clutching element movably disposed internally of certain of said gears, means within the gears, cooperating'with the gear clutching element as it is brought into the several gears to enable driving utilization of a selected gear, and selection of speed ratio, and electromagnetic means for actuating said gear-clutching element.

'2. A transmission assembly of constant-mesh gear type includinga plurality oi gears operatively related to provide different speed ratios, a gear-clutching element movably disposed internally of certain of said gears, a companion coacting clutch structure within each of the last said gears, selectively engageable by said element to enable selection of speed ratio, and electromagnetic means for effecting control actuation oi said gear-clutching element.

3. In a transmission assembly, a control element movable into a plurality of positions to efi'ect changes in transmission speed ratio, a plurality of electromagnetic devices corresponding to the positions of the control element, an armature common thereto and connections therefrom for effecting actuation of said element, switching means in controlling relation to said electromagnetic devices, and switching means operable responsively to the position of said element and adapted for determining the range of its control movement.

4. In a transmission assembly, an element arranged for movement into a plurality of control positions to effect changes in transmission speed ratio, an electromagnetic device operatively associated with the control element, switching and circuit means adapted to permit energization of selected portions of said device for selectively actuating said element into its several control positions, and switching means operable responsively to the said element, for limiting its range 01 movement with respect to its several control positions.-

5. A transmission assembly including a plurality oi rotatable members operatively related to provide difierent speed ratios, an element movably disposed internally of certain of said members, a coacting device clutchingly engageable by said element, within the last said members to enable selection of speed ratio according to position of the movable element, and electromagnetic nets, spaced proportionately to the spacing of.

said zones, an armature common to said electromagnets, and means connecting the armature to the control element.

7. In a transmission, an assembly of rotatable members adapted for selective operative interconnection to provide different speed ratlos,a

aoaaveo control element selectively movable into a plurality of spaced zones corresponding to said speed ratios, and selectively movable into intervening zones in which the transmission is inoperative,

' a series of selectively energizable electromagnets,

, sion including a plurality of aligned speed change gears, a plurality of electromagnets, means associated with the electromagnets for translating control movement therefrom to the transmission, a pair of parallel passageways, one thereof being formed through the speed change gears, the other through the coils of said electromagnets, said translating means including a gear clutch operable in the first of said passageways, and an armature structure operable in the last said passageway.

' 9. An electromagnetic control device for a speed change transmission of a type including a longitudinally movable control member, said device including a series of electromagnets spaced proportionately to the spacing of predetermined control positions of the control member, an armature structure common to, and selectively actuable by the electromagnets, and a lost-motion connection between said armature structure and said control member.

10. An electromagnetic control device for a speed change transmission of a type including a longitudinally movable control member characterized by spaced control positions, a series of electromagnets spaced proportionately to the spacing of the control positions of said movable member, an armature structure operatively associated with said control member, and selectively actuable by the electromagnets, and additional electromagnetic means operatively associated with said control member, and arranged for movement thereof to at least one position between its said control positions.

11. An electromagnetic control device for a speed change transmission of a type including a longitudinally movable control member characterized by spacedcontrol positions, a series of electromagnets of hollow-core type, aligned and spaced proportionately to the spacing of the control positions of said movable member, an armature movable through and selectively operable by the electromagnets of the. series, and operatively associated with said control member, and a limit switch for each electromagnet, and said switches being operable by movement 01' the control member into its several control positions.

12. In a transmission assembly, an element movable to eflect changes in transmission speed ratio, a plurality of electromaggts arranged in a row and including a common armature, control connections from the armature arranged to effect movements of said element in response to the energization of said electromagnets, a switching device for selecting the electromagnet desired to be energized, and a switching device operable responsively to movement of said element, for determining its control movement.

13. In a variable speed transmission assembly, an element shiftable into a plurality of positions to render effective different speed ratios, 9. plurality of electromagnet windings, an armature cooperating therewith, means operatively intervening the shiftable element and armature, a

selector in circuit with the windings, permitting their individual energization, and a switching device alsoin circuit with the electromagnets ara member movable to efiect changes in gear setting, a group of electromagnets, an armature movable into and out of the several electromagnets, means so related to the armature and to said member as to cause reciprocal control movements of the member into its several speed change positions in response to energization of the electromagnets, a second group of electromagnets, an armature common thereto and opcr- 1 atively so related to said member as to efiectmovement thereof to defined neutral positions, a source of electrical energy and a circuit including said source and the electromagnets, and a switch in said circuit, operable in response to predetermined movements of said member.

15. A control device for a variable speed gear transmission assembly of progressive type and embodying a shiftable speed-varying element, the device including a plurality of electromagnets spaced according to the spacing of gears selected for speed-varying purposes, a switching device for energizing the electromagnets one at a time, an armature for the several electromagnets, means for translating armature movements resulting from the energizatlon of the electromagnets, to the speed-varying element, and a switch assembly in circuit with the electromagnets, including a member operable by the speed-varying element.

16. A control device for a variable speed transmission assembly 01' a type embodying a control shaft axially movable incident to changes in speed setting, the device including a plurality of electromagnets, switching means for energizing the individual electromagnets, an armature structure coacting with the several electromagnets, a guide onwhich the armature is movable, means for translating movement of the armature resulting from the energization of the several electromagnets, to the said control shaft, a circuit including said electromagnets, a source of electrical energy in said circuit, and means operable in response to said movable member, for opening the circuit.

17. In an electromagnetic control device oi a type for effecting a variable range of control movement through a predetermined zone, a plurality of windings, an armature common thereto, a connection from the armature to apparatus to be controlled, the windings being arranged in adjacence and collectively forming a continuous armature passage, and a switching device in cir-' cuit with the windings so as to permit their energization one at a time.

18. In an electromagnetic control device of a type for effecting a variable range of control vmovement through a predetermined zone, a plurality of windings, an armature common thereto, a connection from the armature to apparatus to be controlled, the windings being formed and arranged to define a continuous, armature passage extending into each of the said windings and through and beyond at least one thereof, and a. switching device in such circuit relation to the windings as to enable movement of the armature into any of the windings, and through and beyond at least one thereof.

19. In an electromagnetic'control device of a type for variably positioning a control element within a given path of movement, a plurality of coils, an armature common to the coils, a connection from the armature to apparatus to be con-' trolled, the coils being arranged in alignment and formed to constitute a. continuous rectilinear armature passage, said passage extending entirely through and beyond at least one of the coils.

20. An electromagnetic control assembly including at least three wound coils of hollow core type arranged end to end, an armature common to the coils, the coils forming a continuous armature passage, a connection fromthe armature to to the coils, the coils forming a continuous armae ture passage, means for guiding the armature through said passage, a connection from the armature to apparatus to be controlled, and a switching device coacting with the coils to permit movement of the armature into any of the coils, and into and through at least an intermediate coil.

' EUGENE S. BUSH. 

